Railway block-signal and train-controlling system.



' G. R. GUILD. RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM.

APPLICATION FILED JAN. 9. 1911.

Patented May 5, 1914.

5 SHEETS-SHEET 1.

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G. R. GUILD.

RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM. APPLIOATION FILEDJAN.9,1911.

1,095,982. Patented May 5, 1914.

- 5 SHEETS-SHEET 4. F a 1 v Mwwzgsas //v VE/v TOR 6 gas 5" 641/40 BWWTTWG, R. GUILD. RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM.APPELIGATION FILED JAN. 9, 1911. 7 1 95,982, Patented May 5, 1914.

6 SHEETS-SHEET 5.

J QT/ Mvwsssas INVLNTOI? "6: 096.: If; 60/40 GEORGE R. GUILD, OF THEUNITED $TATES ARMY.

1 RAiLWhY BLooK-sIe vA'L To all "UZLOTH-ii may) concern Be it lhlownthat I, GEORGE R. GUILD, a citizen of the United States, and firstlieutenant, Eighth Infantry, United States Army, stationed at FortLeavenwortl1,-Kansas, haveinvented certain new and useful improvement inRailway Bloch-Signal and 'lrain-Controlling Systems, of which the following is a full, clear, and exact description, such as will enableothers skilled in the art to which it appertains to makean'd use thesame, reference being had to the accompanying drawings, forming-part ofthis specification. g

This invention relates to an improved railveay track signal andtraincontrolling system-and broadly stated; comprises, first; the.

railway track. its switches, sidings and crossings arranged, equippedand wiredjas hereinafter more fully described; second; the

railway station equipped with devices prop erly connected for (a) therecording of the passage of trains over the'blocks connected. to thestation; (6) the stopping of a train on any block by the station agent;(0 telephonic communication between the engineer of a locomotive onanyblock, andthe station agent; third; the engine "carrying (a) theslices which travel upon and make contact with the track rails and thethirdrail; (b) the signaling devices forthe engineer; (a) the switchwhich controls the flow of current through the various circuits; (d) theautomatic air brake setting and steam cut ofi appliances; and (e) theengineerls telephone.

The principal objects of my invention are,-

first; to warn the engineer of a moving train when two blocks away froma block occupied by a train; second; to warn the engineer when hislocomotive runs onto a block occu pied by a train and to apply the airbrakes and shut ofl' the steam to the cylinders of the locomotive,should the engineer fail to noticethe warning signal; third; to warn theengineer when his locomotive is about to run into a switch improperlyset; fourth; to antomatically registerjin a. way station the passage oftrains over the blocks comiected to said station; fifth; the maintenanceof the registering signal in the station during the entire time thetrain is on the block; sixth; the indicating'in-the station thedirection in which a-trai'n ismoving, and which indication takes placewhere the batteries or a'dynamo is carried by the engine; seventh; toprovide means whereby the station master Specification of LettersPatent.

cation of all signals in the engineers AND TRAIN-CONTROLLING srsrnm.

Patented May 5. 1914.

Application filed January 9, 1911. Serial No. 601.643.

may stop a train on any block, and put hint seltin telephonicconnnunic'ation withthe engineer of the train so stopped, and, eighth;to do away with the necessity for exterior semaphores and signalingdevices by the locab and in the station agents oiiice.

Figure l is a diagrammatic view-illustra ing the wiring, switches andsignaling de vices carried on the locomotive, and also showing the trackrails, the third rail, and

the shoes'which travel upon said rail. Fig. 2

illustrates a locomotive in dotted lines with the signal boardpositioned in the laconictive cab and the third rail shoe and switchbox' carried by the forward truck ofthe loco- I motive. Fig. 3 is avertical section taken I "through thecenter of the box or housing inwhich is located the switch that is controlled by the 'shoe operating onthe third. rail. Fig. 4 is a vertical section taken on the line. i-4= ofFig; 3, with the parts in the positions they occupy while the shoe ison-the normal elevaticn of the'third rail. Fig.5 is 'a section similarto Fig. 4 and showing the shoe on the highest elei ation-of the'third.rail, and with the main switch in the box or housing in its uppermostposition. Fig. 6 is a sec tion similar to Figs. 1 and 5 and showing theshoeonthe lowest elevation of the third rail, and the main switch in thebox or heusing in its lowermost-position. -Fig. Tis a side elevation ofa portion of the third rail with parts broken away to economize space.Fig. 8 is a diagrammatic view of a portion of a single track wired inaccordance with nections, switches and indicators for four blocks of thetrack, and also showing one block not controlled by the station. Fig. 9

is a diagrammatic view of adoubletracit' arranged and wired inaccordance with my invention. Fig. 10 is a diagrammatic view bf a'switchor-siding arranged and wired in accordance with'my invention. Fig. 11 isa diagrammatic view of a crossing arranged and wired 1n accordance withmy invention. Fig. 12 IS a d agrammatic view-of a portion of a. trackwith the batteries located in the track wiring; and the high resistanceon the engine. Fig. 13 is a diagrammatic view similar to Fig. 12 andillustrating the high resistance placed in the track wiring and thebattery o n the engine. .Fig. 14ril$ a diagrammatic view of a trackrelay located in the connections between the bondedtrack rail and thesection'altrack rail. grammatic view similar to Fig. 14, and 111118-trating the connections whereby the relay circuits are established. Fig. 16 is a die-- grannnatie view illustrating the relays properlyconnected to crossing track rails.

The track, with its connections and indicators-will first be described.

. Referring to Fig. 8 it. will be noted that oneof the track rails A ismade practically continuous by the bonding together of the meeting endsof the track rails while the opposite rail A is divided into blocks orsections of any desired length, and the ends of the blocks'or sectionsare insulated from one another. A third rail A extends the entire lengthof the track and is dividedinto sections which are insulated from oneanother as shown by the open spaces between the sections of said thirdrail, and these various sections-are arranged at different elevationsfor the purpose of raising and lowering the main switch carried on thelocomotive, and hereinafter more fully de scribed. The plain unshadedportions A". designate the normal I rail, and which elevation isslightly higher than the plane occupied by the tops of the track rails,in order to permit the shoe travcling on the third rail to readily passover crossings and switches without coming in contact with the maintrack tions A of the thirdrail occupy a higher elevation than thenorn'ial port-ionsA and the shaded portionsA f occupy an elevation lowerthan the plane occupied by the normal portions A. This arrangement ofthe various elevations of sections of the third rail is clearly shown inFig. 7 where the dotted liue X-X indicates the normal elevation or planeoccupied by said third rail.

In Fig. '8"ii'isulation hctwccn the various sections of the third railis denoted by the rail A? are breaks or openings between the in Fig. 7the insulation is manner. The blocks or sections, and shown in the usualsections of the. track connected to the opposite track rail A, andlocated in these connections are batteries A resistance coils A" andmagnet relays ,Q, as diagrammatically illustrated in Figs. 14 and 15.These magnet relays are connected and arranged for operation in pairs orgroups in such a manner that when the current is passing through onemagnet of any pair or group the circuits through all of the othermagnets of that pair or group ,are open or broken, due to the fact thattlu-f "circuit of any magnet of a pair or must pass through the propercontact points on each of the armatures of the other magnets of the pairor group, and not through the armature of the first (See Figs. 1-1 and15.) The station wiring and equipment shown diagrammatically in Fig. 15is a diaits connections and the stationelevation of this third' rails.The. por-' group mentioned magnet. i

Fig. 8 includes controlling means for blocks 2, 3, 4 and 5 of the track.The station equipment includes four indicators B B Baud 13 correspondingrespectively to blocks 2, 4 and o, and arranged adjacent these indica-.tors are hand switches C C, and C in sockets D D D and D ,;which socketsare electrically connected with the corresponding indicators B 13 B andB Leading from the indicators in the station are branch lines B, whichconnect with-a rail A The hand switches C C C and C are connectedrespectively by lines D", DY. D and D with-the blocks 2, 3 land 5 andlocated in these lines are batteries 0.",11, a. and (i Arranged adjacentthe iha'nrl switches is a series of sockets E E E? and E, which socketsare electrically conn'ectedto a circuit'll in which is located atelephone E, the opposite end 7 being connected to the line B.

Efis normally'open, by reason of position of the hand'switchcs l, andofthe 'eight of thereceiver on the. book, which acts as"aswitcl in theusual.

the normal by ineansof wires F to the rails A of the next adjacentblocks in both directions, The lower sections A" of one Of the blocks ofthe third rail arc electricallyconnected by wires 1 to the correspondinglower sections A" of the next adjacent liloclts in both directions, andin the same manner the highest, portionsA of each block connected bymeans of wires F to-the corresponding higher sections i 5 of the nextadjacent blocks in both directions. V 1

Referring now to Figs. 1 to (linclusivc, which illustrate the parts ofthe apparatus carried upon the locomotive. 1 designates the shoe whichis adapted toride uponlhe third rail. said shoe being pivotally mountedon the lower end of a. vertically disposed rod l, which extends througha hcaringin the bottom of a box 1 ,-located at a suitable point on thelocomotive, preferably on a, frame ,arried by the front trucks; Lot-atedon the rod 1 between the shoeand the under side of the box is anexpansive coil spring 1, which normally forces the shoe into-cont-actwith the third rail. A lever =1 'isfuli cruincd at a suitable point onthelocomol tire. and one end ol said lever connected to the lower partof the rod 1. D is manipulated by means of a liainllcvcr l, and thuslherod 1" can be elevated, when desired to lift the third rail shoe freeof'the third rail. l designates the main switch bar or rail which ishinged within the box l", and which switch bar carries 3 lmitc bladeswitch arms 8, 9, 1O, 11 and 12.- lVhen the main, switch bar P is swungdownsingle line 13 leading to the continuous track a re electricallyThis lcvcr a series of These hand switches are adaptedto engage v ofsaid circuit 'lh'o circuit manner. an; normal sect-ions .ofthe thirdrail of each block are electrically connected ward to itslimitofmovement the plates 8, 9, 11 and 12 enter respectively, sockets 4, 5,6 and 7 arranged within the box, and when said switch bar is moved toits upper limit of movement the blades 18, 10, 11 and 12 enterrespective sockets 13, 14, 15 and- 16 arranger-l within the box abovethe series of sockets heretofore described. P designates. an arm carriedby andiia'itending upward from the upper end of the-rod: 1*, and thecentral portionol said arm is arranged to slide .looscly through themain switch bar P1 Shoulders- P are formed on the arm P and areadapted'to engage the switch bar I and move the same upward or downward,corresponding to the movement of the shoe 1 on the third rail. Carriedby. the up per end git-the mm P is a contaet finger 18 adapted to makecontact with a pair 'of plates 17 and 19. arranged on the rear wall ofthe box l :0 designates a locking finger in the main switch box, therear end of which locking finger is carried by a pair of curved arms wfU CIu c-d at- 111 with their forward. ends in the path of travel ofapair of pins :0 carried by the arm P and located" above and below theshoulders P An expansive,

- coil spring :12 connected to the rear,cnd of the lockingfingernormally forces the same forward into position above or below th cmain switch bar P: 1

In Figs. 3 and 4 the various parts of the main switch are shown in theirnormal positions, and in the positions they occupy while the shoe- 1- isonthe normal portions A of the third rail. It will be noted that theswiteh'bai-P is elevated so as to make contact with the sockets 13, 14,15 and 16 and 1 moves onto the higher parts A of the third ii, the arm Pis moved upward as shown in Fig. 5 andthe finger 1 8 makes'contact withthe plate 19.. When the shoe moves onto the lowest'portions A of thethird rail the parts occupy the, positions seen in Fig. 6 with the mainswitch bar P moved downward to make contact with the sockets 4, 5, 6 and7 the finger 18 being in contactwith the plate 17. The high andvlowportions of'the third rail are very short as compared to the normal ormedium height and by the construction just described the shoe l raisesand lowers as the case'may be in passing over the elevated and loweredp0rtions of the third rail, and by such movencent unlocks the mainswitch P, moves the same.upward or downward, then relocks it through themediumof the locking finger a),

which moves forward under the influence of the spring a:*. As the shoe 1moves onto the normal elevation of the third rail the switch is leftin alocked condition, while the shoe travels on the normal or runningportion of the third rail, and thus the main switch is locked in eitherits high or low positions, even while the third rail shoe and the arm I"take a central position, as shown in Fig.

4, due to the travel of the shoe 011 the normal portions A of the thirdrail. The shoulders P are spaced a part to permit the arm P to raiseandlower slightly without affecting themain switch P.

Referring now to Fig. l, S designates a direction switch which is throwninto either one of two positions,"according to the direction theenginerunning. This direction switch carries a series of blades 28, '29, 30and 31 adapted to make contactwith a series of corresponding sockets orplugs 24, 25, 26. and 27 indicating thedirection east 01" north, andsaid blades are also adapted to engage with a series of sockets 32, 33,34

and indicating the direction west or trically connected by a line 14andv the sockets 5 and 25 are electrically connected by allne 5*; Thesockets 15 and are electrically connected by a line 15 and the sockets 6and 26 are electrically connected by a line 6. The sockets .:1(3 and 27are electrically connected by -a line 16 and the sockets 7 and 35 areelectrically connected by a line 7. R designates a cut out switch bymeans of which all connection may be established or severed betweenthe'signaling apparatus in the locomotive cab and the track. This cutout, switch carries a pair of blades 38 and 41 adapted to engagerespectively with a pair of sockets 4-2 and 43, located on one side, andsaid switch also carries a pair of blades 39 and 40 adapted to engagerespectively in a pair offsockets 36 and 37 located on the oppositeside. The various other signaling de- 'vices and the like, which arelocated in the locomotive cab comprise a warning lamp F,

-- and a warning semaphore FF, for indicat-i ing the presence of a traintwo blocks for- .ward ineither direction, a danger lamp G off valve W,controlled by a motor W a g a reminder lamp K, arranged to burn or lightup when the engineer has manually thrown his signaling apparatus out-ofcoimecti'on;

-an e'ngineers telephone C, a relay L, for con- ?trolling the warningand danger solenoids D and E, arelease lever J, by means of which theengineer may stop the bell from ringing, and prevent the air beingapplied,

and thesteam cut ofi, high resistance coils which maybe supplanted by abattery and said resistance COllS placed in the track blocks. at thepoints indicated by the batteriesf, aha, and 0. (Fig. 8), an indie catorH, which shows whether or not the relay L is held by the line battery orby the There are resistance coils in the track at all times Whether ornot the batteries are located in the track blocks or in the engine,but'if the batteries are iii the engine, they may re place coils A. or,be placed in series with these coils for the necessity for coils AIlessens with this method.

- Where the batteries are in the engine, as shown in Fig. .13,the'current from said batteries flows to -and'through rail A trackresistance A opposite rail A connection F portion A of the third rail,thenthrough relay L hack to the battery and as long as the track isclear, relay L. (with its contacts reversed) is not excited, due to thefact that the track resistance is too high to allow sufficicnt currentto How through relay L. but

as soon as a pair of trucks come onto that block (\\lllCll trucks are ofpractically no re- 'si'sl'ancc) the joint resistance of these trucks andtrack resistance coils is so low thata strong current flows through therelay L., thereby exciting the same and gives the necessary warning.Current flows through relay L. all the time in this construction as longas the relay is in series with the track coils and the."presenceof thissmall current is shown in indicator ll, but the current is too weak towork relay Arranged. for sliding movement upon the main track rails Aand A areshocs 2 and 3 carried by vertically yielding rods 2 and 3, andwhich rods are supported by a part of the front truck. The shoe 2 iselectrically connected to the blade 9 of the main switch -l by a lineE23,:ind a branch line 23 leads from the line 23 to a contact point 50adjacent the tccphonc C. The shoe 3 is electrically connected to theblade 10 of the main switch P by means of a line 21, and a branch lmc:21 loads to a contact point 51, adjacent the contact point. andoperating between the contact points 50 and 51 is a swii ch 49. Thisswitch 49 controls the path of tho currentto one or the other outer railcontact shocsi'or the purposc ofcstablishing thetclenhone circuit, andwhere a train is running east the engineer must .throw the switch 49-into contact with the point 50 when it is desiredto use the telephone onthe locomotive, and thus the current is caused to pass through theconductors the right hand or bonded rail A These conditions arepractically reversed when the engine is running west, and "under suchconditions theswitch 9'is shifted to the point 51 to send the current tothe shoe 3 which is traveling on the bonded rail A when the en:

gine 1S rimming west.

23 and 23 leading to the shoe 2, which is on While I have shown anddescribed the parts 2 and 3 as shoes, it will be readily understood thatsaid parts may, in some instances, be in the form of brushesor of wheelsmounted on as'uitableaxlecarried sulated from' one another.

by the locomotive and which wheels are in- A tube Z extends from thebox;1 to the signal board located in the locomotive cab,

and all the wires which electrically connect I the parts .within saidbox' and the devices on the signal board are containedin this tube.

'90 The various lines and electrical connections between the box.andthesignal boa'rdare, I

diagrannna tically illustrated in Fig. 1, and

are hereinafter specifically referred in the 4 tracing of the various. crcuits.

. J '95 Assuming that a locomotive 1s positioned'- on the left hand orwe'stend of block 5, and

facing toward the.left or west? (Fig. 8) with the third rail shoe 1resting on the normal portion of'the' third rail,-and;the correspondingtrack rail shoe resting -upon the bonded track rail A, it will be seenthat a there is an electric current passing through the two shoes, andalthough the locomotive is located on block 5, it is receiving currentfrom block 6, owing to the connection F at the left hand end of block 5.If an en-' gine were on block 6, and facing block 5, said engine willshortcircuit the battery A in block 6 through the wheels and axles andas aresult the current through the sho es of the locomotive running ontoblock 5- will be broken. In like niannerany locomotive on block 5 isshort circuiting the battery on said block through the locomotivewheels, andaxles, and the engine on block 6 receives no current when itreaches the right hand half of block 6; Should anengine be located onthe east or righthand end of block 5 facing left (or west) with itsthird rail and lefttrack rail shoes connected to an ammter,

the same would show practically no current if any of the wheels of theengine or following cars were still remaining on block 4. As the enginemust necessarily go from block 4 to block in moving west this conditionis bound to occur, and as a result the engine would short circuitits-own indicators, thereby giving a false warning. To overcome such a cndition the indicators must be held up automatically byhatteries on theengine "while 'the's'ame traverses the first half of each block. Thesebatteries B (Fig. 1) are located on the engine and control the relaymoving upwardly or downwardly will throw the main switch P into thecorrect position for this condition. -Where this is accomplished the'engine does not, short circuit the battery whicli'controls the relay L,but in running over the first half of each block the relay L is heldclosed. by the engine battery.

'5, and in running over the second half? of the block, the relay-L isheld closed by the battery on the next block ahead. An engine.

- resting on any part of any one block short circuits the battery inthat block and prevents an engine coming from frontor rear, from gettingthe necessary current to hold the signals in' a position indicatingsafety,

hence said'engine is protected from front and rear. If undersuchconditions doscribed for traveling west an engine were to traveleast it would be constantly short circuiting itself, and throwing itsown signals- To overcome such condition the direction switch S isprovided for restoring the nor'mal conditions, corresponding to themovement west of the engine on the track.

In order that the signals, including the semaphoresbell and lights beall held at sate a current of electricity must be passing through therelay L, either from oneof thetrack batteries, or the engine battery asI the case may be. It for any reason this current fails, the relay Lopens, thereby breakingall the circuits holding the semaphore arms at 9sat'e l,v and closes the circuit which rings the belljliiihts the .lampsand operates the motor used to apply the air and cut off the steam. Thesemaphores rise to warning and danger positions by the gravity ofcounter-weights O on the ends of the semaphore arms opposite the disks,and the red or danger'disk is in front of the yellow or warning disk'sothat when danger occurs, although theyboth rise the red disk is in frontof, and masksthe yellow disk. When the red disk'is up the yellow orwarning light can not burn, owing to the arrangement of contactsgoverned by the solenoids I) and E. In' order that the yellow light canbhrn, and the yellow disk show, the red or dangerdisk must be held downin a position of safety. The yellow or warning disk is toenterthe-thirdrail shoe the warning disk a FF is thrown'while-the' reddisk is held by reason of the contact of the finger 18 with either oneof the contact plates 17 or 19. The station master can 'stop an engineby breaking the circuit through the station on any block desired, andwhen the engine approaches that block it fails to get the necessarycurrent and consequently the dangersig'nals are displayed in theengine-cab.

The fact that an engine runs half ablock with all of its signals thrownout of, control by the line does not leave the engine unprotected, foras it will be hereinafter shown that by action of the track relaymagnets Q, it is impossible for two engines to approach each other orfor one to approach another without the warning signals beingdisplayedin the cabs of both engines.

Assuming that an engine is running west on the' east half of block 3with the main switch P low and the third rail shoe 1 traveling on thenormal portion of the third rail, the circuit, comprising shoe 1, line53, tele phone hook 52 carrying contact points, and performing thefunction, of a switch, line 52* containing the resistance A, blade 11,socket 6, line '6, and socket 26 is open, owing to the fact that thedirection switch S is elevated, hence there is no flow of currentthrough the circuit, just traced. The circuit comprising the right outertrack rail shoe 2, line 2-3, blade 9, socket 5, line 5,

socket 25 is open, owing to the eleyated position of the directionswitch, and the branch circuit through the line 23 to the contact point50 is open owing to the position of the switch 4), hence there isno-flow of current through these circuits. The circuit comprising theleft outer rail track shoe 3, the line 21 and blade 10 is open, and in alike mani'ier the circuit comprising the line '21 and contact point 51is open owing to the central position of the switchdf), and thus thereis no liow of current through these circuits, hence all three of theshoes are out of circuit. The relay L is-closed by current from thebattery B as follows: This current- :flows from the positim pole of thebattery B, through line 44, through coil 62 of relay L, fromthcncc'through the oppositecoil 63', through line 60, line 87, to theindicator H, line 88, blade 31, socket 35, line 7, socket 7, blade 12,line12, blade 41, socket 43, line 46 and back 'to'the negative pole ofbattery B.

Branch circuit from line 46 through line 46, to socket- 36 is open andbranch circuit from line 88? through line 95 to blade 39 is likewiseopen. Branch circuit from line 88 through line 48, reminder lamp K, line47 to blade 40 is open and branch circuit through line 60, to blade 29,socket 33 and line 14, to socket l tis open, hence no flowot current.Branch circuit through line 44, from line 44 to socket 37 isop en, andlikewise'the circuit comprising line 45, blade 38,. socket 42,

line-99, -indicator H, line 98 blade 3?, socket 34, line'15 and socketis open, and consequently there is no flow of current therethrongh.-Thus the battery is discharging its current through relay L, keeping thesame closed, and said current passes through the indicator H therebyrecording the eugines current, and all other paths or circuits are open,and consequently there is noflow through said open circuits. U nder-suchconditions theengine is running blind with all its signals held at Safeand the indicator H showingthe engineer the means or reason why thesignals are so held. As long as the above conditions exist the engineercan receive no warning of the presence of another engine. Theengine andcar axles are, however, short circuiting the battery a that is, saidbattery is discharging its current through line D, switch G, indicator Band line B to the continuous rail A, along this rail to the left handcar Wheels, across axles to right car wheels, through the right handraillsection of block 3 and back to the opposite 1pole of the batterya". The presence of t ticular blockis, therefore, indicated in thestation and such indication is independent of the third rail contactwith the third rail shoe, or either of the outer rail shoes, thus,

the station agent is notified of the presence of an engine on block 3,and this indication continues as long as any part of the engine a ortrain is on said block. While the train is in' this positionthe stationmaster has no control of the train, for if he breaks the circuit theflow of current through the wheels and axles is stopped, thus notaffecting the indicators on the engine. -\Vhile the wheels and axles ofthis engine are short circuiting battery a it will be readily.understood that a train approaching from front fails to get current fromthe battery a and said ap proaching engine is thereby warned," hence theengine on block 3,' though running blind,is safe.

The engine continuing west, or toward the lefton block 3, passes overone of the lower portions A of the third rail, and the third rail shoeconsequently follows the downward trend of-said rail, but in vicwof thefact that the third rail shoe passed over a corresponding low 'portionofthe third rail at the beginning of block 3, there will beno change ofposition of the main switch P.

*AS the train moves on to the west half of the -bloc k'3, the third railshoe passes on to one of the high portions A of the third rail,

- and as a result, the third rail shoe, the rod 1 and the switch arm Iare elevated, consecontact with the plate 19. Under such conditions, ifblock is occupied by a train, a

is particular engine on this pal" Th blade 10, socket 14, line 14 socket33, blade.

29 and line 60 to relay L, thence through line 44, line 45, blade 38,socket 42, line 99, 1 indicator H, line 98, blade 30, socket 34, line15, socket 15, blade 11. line 52, resistance .coiY-A andline 53 to thethird rail shoe 1 and thence throughline F 'back to battery a, underwhich conditions the relay L is 4 maintained in a closed position. andthe signals are held at 6 Safe?. As the engine ad vances toward block 4and the third rail shoe passes on to thenormal portion of the third railof west-(left) half of block 3, the only 5 changethat occurs isthebreaking of the contact between the parts 18 and 19, therebyallowing'the danger semaphore to be thrown if danger from an approachingtrainexists;

e mainswitch P having been thrown into 9 a high position and so locked,maintains such'position, and the'engine moves forward to the lefthandend ofblock 3. .Thus the -engine is' ru'nning west with the main switchPin a-high position, and the'thirdraiI shoe 9 is. on a normal portionofethe third rail,

' with the current flowingfrorn the third rail shoethrough the highresistance, relay'and indicator to the left handouter rail shoe,

and under such conditions, the relay L is kept closed andthe indicator Hshowsthat "the current is coming from the line.' When one" ofthecircuits through the indicator H is closed, the hand thereof is movedtoward the left, and when the other circuit is closed 1 the hand'of theindicator is moved toward the right. I Thus said indicator shows thatthe engine is getting its current from one of the track batteries orthat-it is getting current from its own battery, and therefore 1 runningblind. The presence of-atrain'on block 3-is indicated by the stationindicator B, but assoon as the engine reaches the left half of block 3it begins to receive its current fromblock 4,'and this current mustfirst pass 11 from the station indicator B before reaching the engine.As the station indicator B has been indicating for some time the'pres-j'ence of a train on'block 3'and while still doing so indicator B beginsto indicate it is 12 plain to the stationmaster; that the train is stillon block 3, but has-passed thevcenter of-this block and isdrawing itssafetycurrentfrom block L This indica-tion is verified inasmuch asindicator-1B hasnot indi- '12,

cated any train on =blockz-5vwhich might be drawing. current from block4 ahead of it. An engine on the left halfof anyone of the stationblocks, as block 3 for'iristance, is

drawing current from two different-sets of- 3,

through the engine wheels and axles and -throngh the station indicatorof that block.

I --Itis also drawin current from the track battery ofthe blood; aheadof it (in this'case block 4), and in doing so through the stationindicator of this block and through one outer rail and-tho thirdrail, consequently the engine is indicating on station indicators :13aiid 13* its presence on block 3, and shows that it. is in communicationwith biock 4.

"engineer is warned.

If the station agent opens the switch I), the

circuit which the engine depends upon to hold its signals at Safe isbroken and the travels to the extreme left hand 2nd of v a high portionA of the third rail which is' block 3, the third rail shoe 1 is restingon connected forward to the corresponding high portion at the middle ofblock 4. The

current passing from said shoe through this portion of the thirdraih-p'asses througii wire.

&1 connected to this particular portion of the thirdrail, thence toouter rail A battery It", thence through the connections in the stationhack to bonded rail IA, thence through -the E'cngine to the. third rail''shoe.

This current is instrumental in holding ,up

the yellow disk, keeping the yellow lamp from burning. Thus it isimpossible for two cngines' to approach one another without the engineerbeing warned in plenty of time,

eren'if the other engineer is running without signals, and the engineeron the second engine is always warned in plenty of time and at a foosafe distance. The engine on the west or left-hand half of block 3 isreceiving curreadily tell whether or not block-t is clear -As the rngineis about to run off block 3, the third rail shoe runs on to a highportion of the third rail, thereby giving-a ii -:m cntary contact andconsequently getting current from block 5 ahead, if block 5 is clear.If:

the engine gets this-current. and no signals a re. thrown, then theengineer .knows that the hlock' 5 is clear at tliat-nislanl. andconseq'ue'ntly he knows that he may safely-run the engine on to the eastend or blind half of block t and the signaling apparatus will.

again he in communication with block 5 just after the engine has passedthe center of block 4 by reason of the third 'rail shoe riding onto thehigh portion A of the third railat the center of said block 4. Theengine now runs on tot-he right hand or east end of block 4, andconditions are exactly the same as hereinbefore describedwhen the 9engine occupied a osition on the righthand oreast end of bloc:

' Assuming that the eng1ne has just passed 'When the. engine- If anengine approaches the thecenter of block 4 and is moving toward block 5with the third rail shoe on the high portion A at the center of saidblock 4 and when so positioned the current from track battery (1 onblock 5 passes through conductor F to the left hand portion of the thirdmild in block Land passes from thence through the third rail shoe,aslhereinbeforedescribed, into and through relay L, but if it fails todo so, relay L,-in opening opens the-yellow signal circuit and not thered one, due to the-fact that contact is made between the parts 18 and19. The engine consequently runs past the high portion of.

the third rail and the third rail shoe thereby runs onto the normalportion of the third rail and contact between the parts 18 and-19 isbroken and if current does not how into the engine, the red signal isthrown. (These circuits are more fully traced inthe descripo tive matteron the last half of page 21 of this specification and the first halfofpage 22). In referring to the drawings in con- 'nection with thisdescription it. should be borne in mind that shoe 2 is the righthandshoe of an engine moving toward the west or left hand of Fig. 8, thusthe shoe 2 is always on the side of the engine occupied by the engineer,viz; the right hand side, and the shoe 3 is on the left hand side of thelocomotive which is the side occupied by the fireman. first engine from.the west, the conditions just described exist, if the direction switch Son said second engineis thrown downward to the east position; and if thewest-bound engine is on block 3 and the east-hound engine on block 5,both engines are trying to get current 'from block 4, but such action isimpossible by reason: of the-track relay magnets Q, ad-

jacent the battery A. In case two up preaching engines reach warningblocks at practically and breaks the current for the oth er enginethrouglnaction of the track relay magnets The-first engine gets nowarning at this point under such conditions, but the second engine getsits warningand stops. The first engine continues until it getsintocommunication with the battery on the block on which the second engineis standing, and failing to get current, stops, Thus the two engines arestopped approximately a block apart. Due to thepractically-instantaneous action of electricity, and the responding of amagnet relay, it is impossible for two different engines to use onebattery at the same instant.

An. engine traveling east upon the track is under the same conditions asjust described, providing the direction switch S is thrown to theposition indicating east This action places-the right outer rail shoethesame time the first engine to 'reach its block uses the current fromahead,

and the third rail shoe in-circuit and dis con nect-s the left outerrail shoe. Such .movement also throws the signal out of service with thelinebatteries onthe half of the block onto which the engine first runs,that is, when. the third rail shoe and the switch P are high. A failureon the part of'an engineer to properly throw his direction switch 'willresult in causing his engine to short circuit itself, therebygivingvwarn- ,ing, V

In case the direction switch S 1simproperly set, the circuit throughrelay L is broken,- and as a result, said relay fails to hold thesignal. at Safe. The circuit through relay L is dependent upon the cortis danger ahead, it being held part of the 'time by the track batteries,and. when the rect positioning of both the direction switch S and themain switch. As the main switch correctly positionsitself due to theundula tion of the third rail an error can only be made in the other,that is, the-direction switch. Hence, if the direction switch S isincorrectly positioncd the relay L' does- A not getcurrent, and as aresult, the warning signals are thrown; If the direction switch S iscorrectly posit oned, the circuit through relay L is never broken unlessthere train is in the wrong part of the block for the track batteriesto'hold, then the engine battery B is in service and the change is madewithout breaking the circuit. Neither the local engine battery 13 or anytrack bat-' tery can complete' its circuit through relay L unless boththe main switch and direction switch are correctly positioned. Battery Bis made use of for the blind halves of the blocks only. t

Referring now to Fig. 14 the right hand magnet of the relay Q, acts withthe right handsection of rail A by reason of the connections Q an'd;'-Qand the left hand magnet of this relay acts with the left hand sectionof the rail A by'reaso'n of the con; nections Q and It the circuitbetween the right hand section of, rail/A"- aud the net of the-mlay-amlthe contact point from hand block ofrail A graphically illustrated inFig. 15, where a which conncctionQ leads, aud'thns thc current isprevented frmnpassmg mto the left This condition is car axle and wheelsare shown in dotted lines, and form a connection between the bonded railA and sectional rail A, and

the path of the current is shown by arrows. The car axles and wires areshort circuitingthe battery as indicated-by the arrows,

.andno engine which may come onto the op posite end of the blocks,' as,for instance, 7

at Y can get any current, and said last men-- tioned engine; is,therefore, warned; The

-first engine, ortheone at the rightis not yet warned, but will be-as.soonas it makes connection with the third'rail section A.

.In an engine runningeast, with the main switch' low andthe third railshoe-on the normal portion of the third rail,we have the followingcircuit: from the third rail-to the third rail shoe 1, line 53, switchhook 52, line 3 52 in which the high resistance A' is 10- cated, blade.11, socket 6, line 6, socket 26, blade 30, line 98, indicator H, line'99, socket 42, blade 38, line 45, line 44,'relay coil'62 of relay L,0911'63; line 60, blade29, socket 25, line 5, socket" 5, b1a dei9 andline 23 to' the shoe 2 on 'thefright outer railA, and thus the currentthrough this circuit passesfrom the third rail shoelto the-right handrail shoe, and I in .so' dOin'gQ aSses, through 9 the indicator H, relayI1,'-andjalso'through the fuse Z and high resistance A.

-Where an engine is, rumii'ng east'on 'the first half of a. block withthe main switch P high and the third rail shoe on the nor- 9.mal'portion of the third rail, there-will he a flow of current from thepositive. pole' of the batter B thi-ough.-line' 44, coil 62"of relay L,coi "63,- line 60, 1ine'87, inditzatorH,

line 88, blade 31, socket 27,..1ine 16, socket 1 16, blade 12, line 12,blade 41 socket 43 and line 46 back to the negative ole of-battery B.When the en 'newa's on iighablockh, solenoid E was he dupbya currentthrou hline 76, line to the negative pole of -t e 1 battery N froin thepositive pole of saidbattery, through line 61, through contact finger18, and contact plate 19, line 20, line 59 and line 77,.which isconnected to said solenoid" .E. -When the armature of the'rela L is 1drawn downward, andcontact 18- an 19 is broken, the currentjiistdescribed passes from the line 61 through contact points 57 and 58, andfrom thence through line- '59 to line'77.' Under such conditions, aslo'ng'lj as contact points 58 and 57 areclosed, the y solenoid 'l l isheldup, but when the 'circuit' between the points 57 and 58 is broken,solcnojidjE drops, unless the contact finger 18 making contact witheitherfone of, the 1: pla es-17 or 19. Solenoid D is heldup by a currentpassing'through'line 78, line 65,

batter M, line 64, line 22, contact'points am 56, line 96 and line 79,back to solenoid D. This condition prevails as long as 1! theinainswitch P is high and. the engine is running east, and'wi th theparts'inthis position, the currcnt'passesfifr'om 11ne22 to blade 8,socket 13, line- 13 socket 2 1, and

blade: 2$, thence throughKIine-QB hack to 1 y the contact points 68 and72, line 83, danger signal lamp G,-"-1ine.-84, and back to battery 7 79,to the solenoid D; When the engine is running west,'with the third railshoe high,} or while running east, with thethird rail shoe low, thesolenoid D may drop when the circuit between the points and 56 isbroken, because the circuit through lines 22 and 28 is now broken; hencesolenoid D always drops'with the dnopping of solenoid, E, and in likemanner, solenoid E drops with solenoid D, unless the contact finger l8 5I is making contact with either one of the; plates 17 and'l9. \Vhen thecone of sole noid E drops, cont-act between the points 74; i and'75isbrOken thereby' preventing current from passing through the warninglamp and'lighting. the same, and such a tion i makes contactbetween thehints 72 and 68, and 73 and 69; consequent y, current fiowsi from'. thepositi\-'e" pole of the battery N throughlinc 79?, contact points 69 and73,; line 97,'linev91, line '89, through the hell I, 5 through line 90ththe contact point 93, consj tact point94t, line 85, and hack through theline 80 to the negative pole of battery N. A branch circuit passes fromline .79.through N through line 80. When both cores of solenoids D and Ehave dropped, current from the battery N, through line 79, contactpoints 67 and 71, and lines9l and 89, passes to the hell I to rmg thesame. Even though .contactpoints and 66 are in contact, the

circuit through line 81, warning lamp'F, lin'e'82 and contact point isopen, hence this warning lamp does not burn. With the 'core ofsolenoid'D- dropped and with the core of solenoid E elevated currentflows from battery N, through line 79, contact points 67 'and 71,through line 91, line 89', through hell I, line 90, contact points 93and 9% of hand switch J, and from thence through lines and .80, back tobattery N. At'the same time, current from battery M flows through line64 to contact points 6 6 and 70, line 81, to the warning lamp F, line-82, to "contact points 75 and 74, and from thence through line 65 backto battery M. As long as the pointer on indicator H points to Line,'an'dthe'signals'are not set, the engineer knows that the track on which hisengine is'runnln'g is absolutely safe, as far as other trainsare'concerned, for the pointer indicates Line. only when the current isbeing taken fro'rnthe nextblock ahead or-the second block ahead.

In practice the cores of thesolenoids and E will be constructed so thatwhen they fall they willdo so with a-slow or delayed ft 1 ff a a onwhich resultc r be accomp i d he use idash pots.- or c mpressed air cy.inders. 'llhisslow moremnt' takes .place order that said cores not.dro, their entire length when'the third rail s 0. in-

stant neously l ses con a twith th hird ae Wh e uch action oecii 'thesola id core will dnop a short-QdiStancgybut would be caught and pulledupward again before- Setting the e -mug signal The upn'er 'e ds of th oes f tl s e solen ids are adap ed to be held looked after dr p' by meansof spring held catches D and which catches are released by means .ofmanually operated cords D finch construction holds the warning anddanger semaphores F and G p, and th r f re, sible to the engine r whenaid semaphores have been actuated, and they will he so held until theengineer releases theni by manipnlating'the cords D Figs. 5 andGillustrate the third-rail shoe at its highest and lowest pointsrespect-iuely,

and when the shoe is in either one of these positions, a connection isinade between the finger l8 and either the contact plate 19 .or

contact plate 17, and which connection is not made when the shoe is onthe normal portion of the track, as Seen in Fig. 4. This connectionbetween the finger 18 and plates 19 and 17 is made to establish thecircuit to give the warning signals and not the danger signals. If thecurrent from the line is broken when the shoe is on a, high portion ofthe rail and traveling. west, or upon a low portion of the rail andtraveling east, the warning or yellow semaphore falls,

.hut the danger semaphore is held 11p by the The motor W -re' ceivescurrent and starts running when the,

local engine current.

signals are thrown, and by-proper-gearing, this motor actuates the airor steam value W. Although there are three contact shoes or wheels onthe engine for the third rail and the two track rails, only ,two of saidwheels are in service at one time, and .one of,

these two is always thethird rail shoe,"

while the other one is the outer rail shoe which isresting on thecontlnuous bonded rail A; The other outer rail shoe, .or the onerestinglupon the rail A which is di- -vided into sections or blocks, isalways disconnected from the batteries, and signals, a's

the wire from said shoe always runs to an open plug or socket. An'engine.on any one of the blocks will short-circuit'the line .bat-

tery on that block through the correspond: ing indicator in the station,thereby indicating the presence of the engine on that block as long asit remains on any portion thereof.

I haveillustrated Fig. 8as being equipped, and wired for. a: singletrack road, that i for a roadon which, trains run in either dica-cation. I V

Fig. 9 illustrates the wiring and a rrang- 1 trains appro' ment ofblocks for a double track, and

will he noticed in this double track arrangenient there are no warningblocks,-and-no Y track relay 1nagnets,-as the same are not 5 necessarywhen the trains run in one direction only on the separate tracks.Thesmgle andpdonhle track arrangement illustrated in Figs. 8 and 9 canbe readily combined, if desired, that is, running from a'single' -10track to a double track, or vice versa; The

relay magnets, added.

\Vhere my improved system is utilized in connection with double track,as shown in Fig. 5), it is not necessary to arrange .the third railswith thehigh and low portions A and A, but as it is essential that theengine enter the double track with its main switch I) properly thrown itis necessary to provide the third rail atone end with ahigh or lowportion and the rail shoe 1 in passing over this high or low end portionof the third rail properly sets the main switch Pr An engine travelingover one portion of a double, track receives current exactly the same asan engine operating on a single track provnled the tlnrd ra l shoe haslifted or depressed the main switch P into correct position on startingout, and this is acconi llshed by elevatlng or depressing a ortion ofthe third rail at the beginning 0 the" double'track in either direction.

Fig. 10 illustrates a switch or siding properly equipped and wired so asto be used in connection with my improved system, and I in said figurethe switch is shown as being 40 set for a train to take the main line..The

siding wires are broken between the contact points arranged on theswitch handle, therefore an engineon the siding can get no cur rent andits signals are thrown. Located'ad' t5 jacent to one of the track railsof the siding; close to the main line rail is a short rail= section .100arranged to make contact with.

one of the wheels oi a car or engine when the same 1s on the siding andstanding too closeto the main line. When such condi: t1on occurs, ashort-circuitto the main line is made, thus warning a train approachingon the mainline so that the same Wlll not strike. tlie'car on the siding,whiclr stands too close to said main-line.

- Fig. '1-1. 'llustrates a single track crossing arranged wirediti'-'accordance-with my invention for-the .mntual protection of twofrom any-- two directions. Fig. 16f}. have; diagrammatically illustcrossing, Landin this 'construction a current from rail A passes.through conductors V and 3, the re rated. thetrack relays necessary "fora.

ing down the armature of saidmagnet and conseqnently breaking thecurrent to the three-other magnets, therefore, no current canget tothese magnets, and their armatures are held up so that the path of thecurrent from bonded ra'il A can not he breaks the fiow of current to theother n agnets, but not to its own.

.F-igs.' 12 and 13 illustrate an arrangement ,whereby the batteries mayhe placed in the track and the resistance on the engine, or such.arrangement reversed. The results-attained from these two dififerentar-.rangements'are practically the 531116. For all. practical purposes, itIS preferable that the batteries be placed in, thetraclsl.

As shown in Fig. 13, the track relays Q are omitted and the enginebattery is-placed incircuit at practicallythe'same pointoccupiedby theresistance A, shown in Fig. 1, said resistance. being eliminated fromthe 'circuit' The feorrect'polarity can be giver by; means ofadditionalpolarity changing switch blades; and sockets on the 'directioi switchsS,for as the train changes directioi' of run switchS must be thrown byhand by ,the;engineer,1and when this is done, th polarity of enginebattery will be reversed .The engine battery for the modified, systenmust not 'be'eonfused by the'local engirt battery B of the preferredform of the sys tem shown in Fig, ,1 ;The local engine bat tery Bin-thepreferre'd form illustrated-i Fig. 1 mustnecessarily be out out ofcit .cuitf when the engine is on the blind hal of the block or elsesuificient resistance an torna'tically laced" in service. with the battery to cut dbwn the current through rela L'. This can be accomplishedby means o the automatic main switch controlled by th third rail shoeand the direction switch in'n uch thelsame niam1er'..-i1rwhich loc:battery is; cut itito 'i'rcuitautomaticall by-the same-svtiitche's..llhenever local ba tery Bisin circuit with relay L the resisanc'e A.isioutof circuit with this relay, an viey'rsa'. Hence, if in place ofthe resis .an'cer-Y, .a-battery' be substituted, this ba tery and thelocal engine battery B *coul never both be in circuit with relay L for0th than ayery minute eriod of time (on: when the main switc is passingthrong theeenter. ofitsark of swinging movemen "and theaction of dashpots'woul'd preve: the signal from being'thrown for this 1r'nute-br'e'ak in 't-hecircuitor the eifect of con ter current-s. 1 i J-Whenthe track batteries are carried theengine and't-he variableresistance A placed in the trackcircuit the engine b2 tery B has nofunction "as far as the cont! relay L is concerned, but still has thefur ay magnet V thereby draw tion of lighting the warninglamp'K'whbroken by them, and thus the magnet the switch R,is thrown to otf ordown. Conse uently the engine circuits would be simpl' ed by omittingblades 39 and 41 of switch B; also blade-31 of switch S also blade 12 ofswitch P, and likewisethe circuits in which these parts are located. .Inthis modified arrangement or where track batteries are replaced. bytrack resistances, the control relay L acts in exactly the re versemanner to that in which it acts in the preferred system, heretoforedescribed, that is, relay Lremains normally with its armature notattracted, and said armature is attracted only when the" distant trainshort circuits a track resistance, thus allowing a strong current toflow through' L and attract its armature. Consequently, the contacts 55,56 57, and 58 of relay L must-be 1 so placed on the armatureof L asto,re-'

- tracts its armature.

main closed when" the armature is not at tracted, and be opened whenmagnet L at- Thus it will be seen that by this modification theengine-circuits have not been altered to any appreciable extent, nothinghas been added, no indicator or'otherdevice has been altered andnothing'omitted'with the exception of a few circuits which are necessaryin the operation of 'theIpreferred system.

' length solan engine will of the batteries AZAS A, A, correspondingconductor D, D, D, D", corresponding switch C C C, C, conductor E,instrument- E and back to rail A by conductor B. When track batteriesare used, said batteries are also used for obtaining current for thetelephone circuit, which circuit thus becomes a common battery circuitand any type of common battery telephone can be used. When trackbatteries are not used, but engine battery is used with resistance coilsin the track, then a local batteryshould be used -in the"centralstation-'-(not shown) but the system still operates on the commonbattery system with merely the position of the source of telephoneelectrical energy changed. o My improved signal system may be termed unopen-closed circuit system, open in that closed in thatso long as atrain. is in com-.

the batteries are not being used except when a train is in communicationwith them, andmunication with a block, the batteries are constantlydischarging current. Such constructionmakes the system economical as tobatteries and current consumed. The line wiring is reduced to a minimum,and only one rail and'one wire are necessary throughout the entirelength of track. The single wire is, of course,divided up into blocksections F and F and the ends thereof connected to the various sectionsof the third rail. The

system insures perfect safetyfor an engine or train, as far as othertrams on the same track are concerned, for, as heretofore dcscribed, anengine may proceed with its signals indicating safety as long as currentis supplied from theline batteries to so hold the signals, and if any ofthe connections .are broken, or if there is danger-fron an approachingtrain, the engineer is warned in ample time. Anything of azn'ietallicnature resting across the outer'railswill, of course warn an approachingtrain, by reason of the short-circuit produced between and warningdevices are located on a small board immediately in front of theengineer, and for this reason can be readily observed and anaccidentvcannot occur by'reason .of an engineer ,accidently or wilfullyrunning past a semaphore arm. The station agent knows at all time theposition of a train proceeding over the blocks of the track 'con nectedwith his station, and the-agent.ca1 1 stop the train on any block, andif desired,

may communicate with the engineer by'100 means of the telephones locatedin the station and engine cab. If for any reason the engineer fails toobserve the warning and danger signals, the air brakes will be appliedandthe steam cut off from the engine by. the'action of the motor YV,which is set in operation when the signals are. thrown, but which motorruns for a short time before completely turning on the air and the steamvalves.

coils, relaymagnets, etc, are shown as being placed between the outerrails it should be observed that this is for diagram showingionly, andthey may be placed at any point convenient to the trackand the leadwires connected to the rails at the points shown. I c1aim:-

- '1. In a railway signal and locomotive con trolling system, signalingand indicating devices carried by the locomotive, electrical circuits inwhich said signaling and indicating devices are located, a switch formaking and breaking said electrical circuits, a 'railway track divided:into blocks, a sectional third rail divided into blocks corresponding tothe block s-of the railway track portions- 110; While some of thebatteries, resistance of which sectional third rail in each block areelevated and other portions being def pressed with respect to the mainport-ion of each block of said third rail, :1 shoe carried by thelocomotive and traveling on said third rail for actuating the switch,indicators in a way station which indicators are electrically connectedto the blocks of the railway track, means controlled by saidconnect-ions whereby said indicators are actuatcd for indicating thepresence of the locomotive. on the blocks,- a telephone on thelocomotive, a telephone in the way station,

and means whereby the telephones are placed in circuit through saidshoe, third rail and track.

2. In a railway signal and locomotive controlling system, a railwaytrack divided into blocks, a third rail divided into blocks corresponding to the blocks of the railway track,-

each block of the third rail being divided the locomotive, indicatorslocated in a way station, and connected to the blocks of therailwaytrack, electrical connections between the signaling and indicatingdevices and the sectional third rail, a switch carried by the locomotivefor openin and closing the electrical connections in w ich the signalingand indicating devices are located, and a shoe included in saidelectrical connections carried by the locomotive and adapted to travel 3upon the third rail for opening and closing the switch.

trolling system, a railway track divided into blocks, a third railwhichis divided into" blocks corresponding to the "blocks of the railwaytrack, each block of said third rail being divided into sectionsinsulated from one another, and certain of the sections of each blockbeing elevated and other sections depressed with respectto the planeoccupied by the main body portion of said third rail signaling andindicating devices carried by the' locomotive, electrical connectionsbe: tween said s1gnal1n and indicating devices andthe sectional t irdrail, indicators 1o-' cated in'a. way station, and electricallyconnected to the blocks of the railway track, a switch carried by thelocomotive for opening and closing the electrical connections in whichthe signaling'and indicating devices are located, a shoe carried by thelocomotive and included in said electrical connections adapted to travelupon the t iird rail, saidshoe being connected to the switchfor thepurpose of raising and lowering the same as said shoe passes over theraised and de pressed portions of the third rail and means .wherebythe'switch is held after movement to either one of its set positions.

4. In ayrailway signal and locomotive controlling system, a railwaytrack divided into blocks, a'third rail which is divided into blockscorresponding to the blocks of the railway track, each block of saidthird rail being divided into sections insulated from one another, andcertain of the sections of each block being elevated and other sectionsdepressed with respect" to the plane occupied by the main body portion'of: said third rail 1 signaling and indicating devices carried by thelocomotive, indicators located in away station, and electricallyconnected to the blocks of the railway track, a'switch carried by thelocomotive for opening and closing the electrical connections, in whichthe signaling and indicatin devices are located, a shoe carried by theocomotive included in said electrical connections and adapted to traveluponthe third rail, saidshoe being connected to the switchfor thepurpose of raising-and lowering the same as said shoe passesoverthe,ra'ised and depressed .portions of the third rail -'meanswhereby the 'switch'is held a'fter movement to either one ,of its setpositions, a-nd manually operated means for raisingv the shoe free fromthe third rail. v v \v 5."In a railway signal, and locomotivecontrolling system, a railway track, a third rail adjacent to the railsof said railway track,

portions of which third rail are elevated and other, portions beingdepressed withrespect to the plane occupied by the main body por tion ofsaid rail, signaling and indicating I devices carried by the locomotivewhich I 3. In a railway signal and locomot1vecontravels ontherailway-track, electrical cir-; cuits 1n which sa d devices arelocated, a

source of electrical energy for said circuits,

a switch located-in and controlling said circuits and a a shoeconnected-I tosa d switch, which'shoe travels upon the third rail andraises and-lowers the switch as said shoe passes over the elevated anddepressed porof a plurality of sections, a series of indicators in a waystation'corresponding to a certain number of blocks of the railwaytrack, each indicator being electrically connected to the rail sectionsof a correspondingwblock of the railway track, a source of." electricalenergy for the electrical connections of each indicator, an electricalconnection from all of the indicators of the way station to thecontinuous rail of the track, a

telephone inthe way station, a normally a open circuit in which-saidtelephone is 1 o-' cuits for connecting the telephone with any 3 Intestimony whereof l hereunto aflii: my

(rated, which circuit is connected to the e onsignature in the presenceof two witnesses, ductor from the continuous track rail to the 1 thistwenty-fourth day of December, 1910. indicators and switcheslocated insaid cir- GEORGE R. GUILD.

Witnesses: C. F. W'. DAssLEn,

block section.

MAR IE L. GUILD.

